- An assembled mine
- 36-inch searchlight and controller
- Mississippi steamboat ‘J. M. White,’ 1878
The light-draught Mississippi steamers bear little resemblance to the Hudson River and Long Island Sound boats while the American steam ferry-boat is a thing certainly not of beauty, but unique. The J. M. White, of 1878, was deemed “a crowning effort in steamboat architecture in the West.” She was 320 feet long and 91 feet in width, over the guards. Her saloons were magnificently furnished, and all her internal fittings of the most elaborate description. She carried 7,000 bales of cotton and had accommodation for 350 cabinpassengers. Her cost was $300,000. She was totally destroyed by fire in 1886. - Fulton’s ‘Clermont’ on The Hudson, 1807
The Clermont made her first voyage from New York to Albany, August 7th, 1807. Her speed was about five miles an hour. During the winter of 1807-8 she was enlarged, her name being then changed to North River. She continued to ply successfully on the Hudson as a passenger boat for a number of years, her owners having acquired the exclusive right to navigate the waters of the State of New York by steam. - 'Wilhelm Kaiser' On The Rhine, 1886
The Rhine steamers and those plying on the Swiss lakes are in keeping with the picturesque scenery through which they run. Painted in bright colours, they present a very attractive and smart appearance. They are kept scrupulously clean and are admirably managed. Many of them are large, with saloon cabins the whole length of the vessel, over which is the promenade deck covered with gay awnings. They run fast. The captain sits in state in his easy chair under a canopy on the bridge—smoking his cigar. The chief steward, next to the captain by far the most important personage on board, moves about all day long in full evening dress—his main concern being to know what wine you will have for lunch or dinner that he may put it on ice for you. The table d’hote is the crowning event of the day on board a Rhine steamer, i.e., for the misguided majority of tourists to whom a swell dinner offers greater attractions than the finest scenery imaginable. - “Columba,” famous Clyde river steamer, 1875
Fifty years later witnessed the full development of Mr. Bell’s ideal in the Columba, then as now the largest river steamer ever seen on the Clyde, and the swiftest. The Columba is built of steel, is 316 feet long and 50 feet wide. She has two oscillating engines of 220 horse-power, and attains a speed of twenty-two miles an hour. Her route is from Glasgow to Ardrishaig and back, daily in summer, when she carries from 2,000 to 3,000 persons through some of the finest scenery in Scotland. She is provided with steam machinery for steering and warping her into the piers, and with other modern appliances that make her as handy as a steam yacht. She resembles a little floating town, with shops and post-office where you can procure money orders and despatch telegrams And what is the Columba after all but an enlarged and perfected reproduction of Bell’s Comet! - Bell’s ‘Comet,’ off Dumbarton on the Clyde, 1812
Nothing more was heard of the steamboat in Britain until 1812, when Henry Bell surprised the natives of Strathclyde by the following advertisement in the Greenock Advertiser: STEAM PASSAGE BOAT, “THE COMET,” Between Glasgow, Greenock and Helensburgh, for Passengers Only. The subscriber having, at much expense, fitted up a handsome vessel, to ply upon the River Clyde, between Glasgow and Greenock, to sail by the power of wind, air and steam, he intends that the vessel shall leave the Broomielaw on Tuesdays, Thursdays and Saturdays, about mid-day, or at such hour thereafter as may answer from the state of the tide; and to leave Greenock on Mondays, Wednesdays and Fridays, in the morning, to suit the tide. The elegance, comfort, safety and speed of this vessel requires only to be proved to meet the approbation of the public; and the proprietor is determined to do everything in his power to merit public encouragement. The terms are, for the present, fixed at 4s. for the best cabin, and 3s. for the second; but beyond these rates nothing is to be allowed to servants, or any other person employed about the vessel. The subscriber continues his establishment at Helensburgh Baths, the same as for years past, and a vessel will be in readiness to convey passengers to the Comet from Greenock to Helensburgh. Henry Bell. Helensburgh Baths, 5th August, 1812. - Symington’s ‘Charlotte Dundas,’ 1802
In 1801 the London newspapers contained the announcement that an experiment had taken place on the Thames, on July 1st, for the purpose of propelling a laden barge, or other craft, against the tide, by means of a steam-engine of a very simple construction. “The moment the engine was set to work the barge was brought about, answering her helm quickly, and she made way against a strong current, at the rate of two and a half miles an hour.” In 1802 a new vessel was built expressly for steam navigation, on the Forth and Clyde Canal, under Symington’s supervision, the Charlotte Dundas, which was minutely inspected on the same day by Robert Fulton, of New York, and Henry Bell, of Glasgow, both of whom took sketches of the machinery to good purpose. This boat drew a load of seventy tons, at a speed of three and a half miles an hour, against a strong gale of wind. Under ordinary conditions she made six miles an hour, but her admitted success was cut short by the Canal Trust, who alleged that the wash of the steamer would destroy the embankment. - Miller’s twin boat on Loch Dalswinton, 1788
An experiment was made by Patrick Miller, a banker in Edinburgh, aided by Mr. Taylor, tutor in his family, and Alexander Symington, a practical engineer. Mr. Miller had a boat built and fitted with a small steam-engine, for his amusement, on Dalswinton Loch, Dumfriesshire. It was a twin-boat, the engine being placed on one side, the boiler on the other, and the paddle-wheel in the centre. It was launched in October, 1788, and attained a speed of five miles an hour. The engine, of one horse-power, is still to be seen in the Andersonian Museum, in Glasgow. Encouraged by his experiment, Mr. Miller bought one of the boats used on the Forth and Clyde Canal, and had a steam-engine constructed for it by the Carron Ironworks Company, under Symington’s superintendence. On December 26th, 1789, this steamboat towed a heavy load on the canal, at a speed of seven miles an hour; but, strange to say, the experiment was dropped as soon as it was tried. - Horse-boat at Empy’s Ferry, Osnabruck, Ontario
Paddle-wheels for driving boats through the water were used long before steam-engines were thought of. They were worked by hand and foot-power without, however, any advantage over the old-fashioned oar. The horse-boat, in a variety of forms, has been in use for many years, and is not yet quite obsolete. In its earlier form two horses, one on each side of a decked scow, were hitched to firmly braced upright posts at which they tugged for all they were worth without ever advancing beyond their noses, but communicating motion to the paddle-wheels by the movable platform on which they trod. For larger boats four or five horses were harnessed to horizontal bars converging towards the centre, and moved around the deck in a circle, the paddles receiving their impulse through a set of cog-wheels. - 'Great Republic'
Last of the Clipper Passenger Packets, 1854. The clipper “packet ship” was a vast improvement on the ordinary sailing ship. It had just reached its highest point of development when the ocean steamship first made its appearance. It was to the upper strata of the travelling community, sixty years ago, the counterpart of the express steamer of to-day. The packet-ship was built for fast sailing, with very fine lines, was handsomely fitted up and furnished, was exceedingly well found in eatables and drinkables, and carried a great spread of canvas. To see one of these ships under full sail was a [Pg 27]sight to be remembered—a rare sight, inasmuch as all the conditions of wind and water necessary for the display of every stitch of canvas are seldom met with in the North Atlantic. They not unfrequently crossed in fourteen or fifteen days. In winter they might be three months on a single voyage, but their average would be from twenty-five to thirty days. - Modern method og grand pianoforte case construction
A. Continuous bent rim. B. Wooden struts. C. Iron shoe holding struts and connecting with iron plate. D. Main beam. - Back view of upright pianoforte
Back view of upright pianoforte, Knabe patents, showing ribbing of sound-board and construction of back framing. - Jonas Chickering’s full solid cast grand metal plate
- Arrangement of iron plate, braces and scale of parlor size grand pianoforte
- Iron plate for upright pianoforte fitted with Capo D’astro bar
- Sketch of iron plate for concert grand
Sketch of iron plate for concert grand, showing general arrangement of braces, belly-bridges and system of bolts for fastening to case. A—B. Hammer line. 1. Body of plate. 2. Bass bridge. 3. Continuous treble bridge. 4. Agraffes. 5. Capo d’astro bar. Plate is cast in one piece and scale is overstrung. - Cristofori’s action in its final form
1. Key. 2. Jack. 3. Jack-operating spring. 4. Cushion limiting rebound of jack. 5. Under-hammer. 6. Hammer-butt. 7. Hinge of hammer-butt. 8. Hammer-shank. 9. Hammer head. 10. Check. 11. Damper-lifter. 12. Damper-head. 13. Action-beam. 14. Wrest-plank. 15. Tuning pins. 16. Bearing-bridge. 17. String. - Iron plate for upright pianoforte with Agraffes (Mehlin patents)
- Action by Andreas and Nanette (Stein), Streicher Viennese escapement (1794)
1. Key. 2. Jack. 3. Jack-operating spring. 4. Cushion limiting rebound of jack. 5. Button and screw regulating escapement of hammer. 6. Hammer-butt and operating face. 7. Hammer-butt pivot. 8. Hammer-shank. 9. Hammer-head. 10. Check. 11. Damper-lifter. 12. Damper-head. 13. Action-rails. - English direct lever grand action, developed by Broadwood from Backers (1884)
1. Key. 2. Jack. 3. Jack operating spring. 4. Rail and cushion limiting travel of jack. 5. Button and screw regulating escapement of hammer. 6. Hammer-butt with operating notch. 7. Hammer-butt flange. 8. Hammer-shank. 9. Hammer-head. 10. Check. 13. Action-rails. - Double repetition action of Sebastian Erard as used by S. & P. Erard, Paris
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Roller. 7. Hammer-head. 8. Jack regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Felt cushion to engage with check. 13. Sticker connecting key and wippen. 14. Action-rails. 15. Damper-head. 16. Damper operating device. 17. Device to limit travel of jack. 18. String. 19. Spring (v-shaped) for escapement lever and jack. - The Erard grand action modified by Herz
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Hammer-butt notch. 7. Hammer-head. 8. Jack regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Molded tail of hammer-head to engage with check. 13. Capstan-screw connecting key and wippen. 14. Action-rails. 15. Damper-head. 16. Damper-operating device. 17. Device to limit travel of jack. 18. Regulating device for escapement lever. 19. Springs (2) for escapement lever and jack. 20. String. 21. Flange. - Grand pianoforte action with metallic action and damper frames
Grand pianoforte action with metallic action and damper frames, sostenuto pedal device and hammer swinging soft pedal attachment. 22. Sostenuto pedal-rod. 23. Attachment to damper-lever engaging with sostenuto pedal-rod. 24. Metallic action and damper-brackets. 25. Hammer swing-rail and cushion. 26. Hammer swing-rail rod. 27. Hammer swing-rail lifter. 28. Lifter-rod. 29. Lost motion compensating levers. 30. Lost motion compensating levers. - Standard modern American grand action
1. Key. 2. Wippen. 3. Jack. 4. Escapement lever. 5. Hammer-shank. 6. Roller. 7. Hammer-head. 8. Jack-regulating button. 9. Regulating button to limit rise of escapement lever. 10. Hammer-butt. 11. Check. 12. Molded tail of hammer-head to engage with check. 13. Key-rocker and sticker connecting wippen and key. 14. Action-rails. 15. Damper-head. 16. Damper operating device. 17. Device to limit travel of jack. 18. Regulating device for escapement lever. 19. Separate springs for jack and escapement lever. 20. String. 21. Flanges. - Standard American upright action
1. Key-rocker. 2. Abstract. 3. Abstract-lever. 4. Flange. 5. Action-rail. 6. Wippen. 7. Jack. 8. Jack-spring. 9. Check. 10. Check-wire. 11. Bridle-wire. 12. Tip of bridle-tape. 13. Bridle-tape. 14. Back-stop. 15. Regulating rail. 16. Regulating button. 17. Regulating screw. 18. Hammer-butt. 19. Hammer-shank. 20. Hammer-molding. 21. Hammer-head. 22. Hammer-rail. 23. Hammer-butt spring. 24. Hammer-spring rail. 25. Damper-spoon. 26. Damper-lifting rod. 27. Damper-lever. 28. Damper-lever spring. 29. Damper-wire. 30. Damper-block. 31. Damper-head. 32. String. 33. Continuous brass hammer-butt flange. - Upright action showing lost-motion device
Upright action showing lost-motion device, metallic regulating rail support, capstan screw, jack regulating rail and metallic action brackets. 34. Hammer-rail lifter-wire. 35. Hammer-rail swing-lever. 36. Hammer-rail lifter rod. 37. Lifter-rod lever. 38. Compensation-lever. 39. Capstan-screw. 40. Rail for limiting return movement of jack. 41. Metallic regulating rail support. - Field Artillery
- The tunnels
The tunnels are passages for trains under mountains, hills and rivers. The tunnels are dark but the trains are well lighted. Electric motors are often used, this avoids the smoke of steam engines which is very unpleasant in the tunnels. - The Stage coach
The Stage coach is used in the country where towns are few. The stages meet trains at the stations and take on passengers to be carried to their homes away from the railroad. Some of the stage routes are several hundred miles long. - The Train Ferry
The Train Ferry carries entire trains across rivers where there are no bridges. Some of the largest train boats have several tracks and carry a train on each. The boats are tied in slips at the shore so that the tracks meet exactly those on the land. - An observation train
An observation train is often made up to follow the great college boat races, where the railroad runs along the river bank. Flat cars are used with seats fixed on them for the spectators. - The water tank
The water tank is seen frequently along the route of the railroads and plenty of water must be taken on and carried in the engine tender to make steam which is the power used to drive the big engines. - Gun and Querrel